Self-centering, torque-sensing joint assembly for a pallet truck power steering system

ABSTRACT

A steering mechanism includes a handle with a tiller arm coupled to the handle via a flexible joint allowing relative movement of the handle about the tiller arm. A handle centering mechanism forming part of the steering mechanism includes a first end fixedly secured to the handle and a second end extending into a channel of the tiller arm. The second end compresses bumpers disposed on opposing sides of the second end. The bumpers urge the handle toward a neutral position wherein when a force is applied to move the handle away from a home position relative to the tiller arm, one of the compressed bumpers of the pair of compressed bumpers is further compressed. When the force is removed, the handle is returned to the home position by action of the pair of compressed bumpers. Preferably, the steering mechanism includes a torque sensing arrangement having a sensor and a magnet. The sensor produces a signal based on movement of the handle relative to the tiller arm by sensing changes in the magnet field of the magnet proportional to the torque exerted on the handle regardless of the angle of the tiller arm.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part application claiming priorityto U.S. patent application Ser. No. 12/728,521 filed on Mar. 22, 2010,and which is fully incorporated herein by reference.

STATEMENT CONCERNING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

BACKGROUND

This invention relates to power steering systems for material handlingvehicles, and more particularly, to a self-centering, torque-sensingjoint assembly disposed in a steering mechanism that detects operatorsteering intent for an electrically driven, hand-steered pallet truckregardless of angle of the steering mechanism.

Industrial material handling vehicles such as electric hand-steeredpallet trucks are commonly found in warehouses, factories, shippingyards, and, generally, wherever pallets, large packages, or loads ofgoods are required to be transported from place to place. Pallet truckstypically include load bearing forks for lifting packages or pallets fortransporting, an electric drive motor for propelling the truck, asteering control mechanism, and a brake.

A conventional steering mechanism includes a movable tiller armmechanically coupled through a transmission housing to a steerable drivewheel. A control handle is connected to the tiller arm and may includespeed, lift/lower, jog, and horn controls. To steer the pallet truck, anoperator applies a force to the handle in the desired direction oftravel. The steering force is transferred directly into the transmissionhousing via the tiller arm and the drive wheel is moved accordingly.

To facilitate manual steering, the tiller arm is generally several feetin length to provide sufficient leverage. Nevertheless the requiredsteering effort can be greater in certain conditions when the tiller armis necessarily oriented in a more vertical position, such as whennegotiating within the confines of an over-the-road trailer or otherlimited-access location with a heavy load. Even when the tiller arm isoriented in a generally horizontal position, certain condition requiresa larger than desired steering force, such as when the drive wheel isrestrained by floor debris or a floor depression.

For these reasons, power steering assist, or “torque boost,” systemshave been developed for electrical hand-steered pallet trucks to providean amount of steering assist to aid the operator. In these systems, theamount of steering assist is typically based on a torque value producedwhen an operator applies a steering force to the handle and measured ina horizontal plane about a steering axis of the pallet truck. As such,the sensitivity and therefore, accuracy, of these torque sensors isdependent on the angle of the tiller arm. Accordingly, the same amountof steering force exerted by an operator will result in different torquemeasurements at different tiller arm angles with respect to a plane ofsensitivity of the torque sensor. Conventional steering assist systemsdo not account for changes in measured torque value due to tiller armangle and thus, deliver varied and inconsistent steering assist.

For example, when a pallet truck with a conventional steering assistsystem is operating in very close quarters, i.e., with the steeringmechanism in a near-vertical orientation, the torque sensor is leastsensitive and accurate. Thus, the measured torque value is a fraction ofwhat would be measured when the steering mechanism is in anear-horizontal orientation. Because of the discrepancy, the steeringassist provided to turn the drive wheel is quite small, regardless ofthe amount of operator steering force applied to the steering handle.

Another challenge for conventional power assist systems is that themotion required to steer a pallet truck changes from a lateral forceapplied to the handle to a twisting force on the tiller arm as thesteering mechanism changes from a horizontal position to a vertical one.This change in motion and steering force results in an inconsistentoperation, level of steering assist, and ‘feel’ to the operatordepending on the relative angle and position of the tiller arm andsteering handle.

The present invention addresses these issues.

SUMMARY OF THE INVENTION

In one aspect of the invention, a steering mechanism for materialhandling vehicle, such as a pallet truck, is provided. The steeringmechanism includes a handle with a tiller arm coupled to the handle viaa flexible joint allowing relative movement of the handle about thetiller arm. A handle centering mechanism forming part of the steeringmechanism includes a first end fixedly secured to the handle and asecond end extending into a channel of the tiller arm. The second endcompresses bumpers disposed on opposing sides of the second end. Thebumpers urge the handle toward a neutral position wherein when a forceis applied to move the handle away from a home position relative to thetiller arm, one of the compressed bumpers of the pair of compressedbumpers is further compressed. When the force is removed, the handle isreturned to the home position by action of the pair of compressedbumpers. Preferably, the steering mechanism includes a torque sensingarrangement having a sensor and a magnet. The sensor produces a signalbased on movement of the handle relative to the tiller arm by sensingchanges in the magnet field of the magnet proportional to the torqueexerted on the handle regardless of the angle of the tiller arm.

These and other aspects of the invention will become apparent from thefollowing description. In the description, reference is made to theaccompanying drawings which form a part hereof, and in which there isshown a preferred embodiment of the invention. Such embodiment does notnecessarily represent the full scope of the invention and reference ismade therefore, to the claims herein for interpreting the scope of theinvention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a pallet truck incorporating a powersteering system and a self-centering, torque-sensing joint assemblydisposed in a steering mechanism in accordance with an embodiment of theinvention;

FIG. 2 is a perspective view of the steering mechanism of FIG. 1;

FIG. 3 is a side view of the steering mechanism of FIG. 1;

FIG. 4 is a bottom view of the steering mechanism of FIG. 1;

FIG. 5 is a perspective view similar to FIG. 2 with a top portion of thehandle removed;

FIG. 6 is a cutaway side view taken along 6-6 of FIG. 2;

FIG. 7 is a top view of the steering mechanism with the top portion ofthe handle and the tiller arm removed;

FIG. 8 is an illustration of the servomotor and associated tractionmotor of the pallet truck of FIG. 1;

FIG. 9 is a block diagram of a portion of a control circuit for thepallet truck of FIG. 1;

FIG. 10 is a bottom view of another embodiment of the present inventionincluding an alternate handle biasing mechanism; and

FIG. 11 is a perspective view of the bracket of the handle biasingmechanism of FIG. 10.

DETAILED DESCRIPTION

Referring now to the figures and more particularly to FIGS. 1, 8, and 9,which show a motorized hand/rider low-lift pallet truck 10 incorporatingthe present invention. Directional terms such as “front,” “rear,” “top,”“bottom,” and the like are used with reference to the componentorientations depicted in the drawing figures. These terms are used forillustrative purposes only and, unless otherwise noted, are not intendedto limit the scope of the claims.

The pallet truck 10 includes a fork carriage 12 with a pair of loadbearing forks 14, a traction motor 16 mounted in a motor compartment 18,a battery 20 secured in a battery compartment 22, and a steerable drivewheel 24. The drive wheel 24 is coupled to a steering mechanism 26 whichincludes a tiller arm 28 and a handle 30. The tiller arm 28 and handle30 are mechanically connected via a flexible knuckle joint 32. Thesteering mechanism 26 is rotatable to the right and left about a steeraxis 34 to steer the pallet truck 10 and movable between a substantiallyhorizontal position and a substantially vertical position.

The pallet truck 10 further includes a power steering assist system 36including a self-centering, torque-sensing joint assembly 38 thatpivotally connects the handle 30 to the tiller arm 28, a servomotor 40coupled to the drive wheel 24, and a controller 42. The amount ofsteering assist supplied by the servomotor 40 to the drive wheel 24 isdetermined by the controller 42 based primarily on the operator steeringintent, as determined by the amount of measured torque, or steeringforce, applied to the handle 30 while the pallet truck 10 is operating.Other system inputs such as travel speed or load weight may also beconsidered.

Referring now also to FIGS. 2-7, the joint assembly 38 includes twoprimary structural components: a pivot housing 46 and a support plate48. The joint assembly 38 further includes three functional componentsoperatively connected to the housing 46 and/or support plate 48: a pivotassembly 50 which enables pivotal movement of the handle 30 relative tothe tiller arm 28, a handle biasing mechanism 52 which providesresistance when a steering force is applied to the handle 30 and returnsthe handle 30 to a central, home position when the force is removed, anda torque sensing arrangement 54 which measures displacement of thehandle 30 relative to the tiller arm 28, such displacement beingdirectly proportional to the torque, or steering force, applied to thehandle 30.

The pivot housing 46 is rigidly secured within a channel 56 formed inthe bottom side 58 of the tiller arm 28 and is received into the handle30 to form the flexible knuckle joint 32 therebetween. The support plate48 is secured to a top section 60 of the handle 30 via a pair ofmechanical fasteners 62 and spacers 64. The plate 48 extends beneath thepivot housing 46 and into the channel 56 of the tiller arm 28. Anaperture 66 is provided to fasten the top section 60 of the handle 30 tothe pivot assembly 50, and thus to the tiller arm 28, with a suitablemechanical fastener such as a cap screw 68.

A bottom section 70 of the handle 30 is fastened to the upper section 60to complete the handle 30. A neck portion 72 of the handle 30 has thesame generally rectangular cross sectional profile as the tiller arm 28which along with the knuckle joint 32 therebetween, provides for asmoothly contoured steering mechanism 26. When a steering force isapplied and moves the handle 30, the support plate 48, being affixedthereto, moves relative to the pivot housing 46, affixed to the tillerarm 28, and the functional components cooperate as described below.

The pivot assembly 50 includes a pair of needle bearings 74 and a pivotpin 76 disposed within a bore 78 formed in a pivot block 80, preferablyformed of aluminum. The needle bearings 74 are arranged in a stackedconfiguration to provide sufficient rotatable support for the pivot pin76. Suitable retainers 82, 84 provide axial retention of the pivot pin76 and are secured to the support plate 48 via mechanical fasteners 86.Fasteners, such as cap screws 88, also secure the pivot block 80 to thehousing 46.

The use of needle bearings 74 to provide pivoting in the joint assembly38 provides a number of advantages over other types of bearings. First,the high load capacity of the needle bearings 74 allows for a reducedseparation distance therebetween (needed for resisting a given bendingload) thus permitting the low profile design of the tiller arm 28.Second, the needle bearings 74 have generally low wear and low amountsof lash, permitting a sturdy and rugged joint assembly 38 strong enoughto endure even severe operating conditions. Third, the needle bearings74 have very low friction compared to friction bearings, i.e., bushings,thereby helping to provide consistent centering after steering movementsof the handle 30.

The handle biasing mechanism 52 includes a cantilevered beam spring 90engaged with first and second cam followers, or rollers, 92, 94. Thebeam spring 90 extends from a front end 96 of the pivot housing 46 andinto an engagement with the cam followers 92, 94. A fixed end 98 of thebeam spring 90 is fastened to a datum surface 100 of the pivot housing46 with a mounting piece 102 and mechanical fasteners 104. Opposingsides 106, 108 of a free end 110 of the beam spring 90 are engaged bythe first, fixed cam follower 92 and the second, slot-mounted camfollower 94, respectively. The two cam followers 92, 94 are secured to afirst mounting bracket 112 disposed at a front end 114 of the supportplate 48.

Centering of the handle 30 is achieved by arranging the fixed camfollower 92 to bear against the side 106 of the beam spring 90 mountedto the datum surface 100. Thickness variations between different beamsprings 90 do not affect the centering capability of the mechanism 52because the slot-mounted cam follower 94 can be repositioned within themounting slot, not shown, to achieve a zero lash position for the handle30. This is possible because the clamping piece 102 used to secure thebeam spring 90 to the pivot housing 46 and the slot-mounted cam follower94 float on the same side 108 of the spring 90 to account for thicknessvariations thereof. Such a mechanism ensures that different thicknessbeam springs 90 are able to achieve the same precise and consistentcentering of the support plate 48 and handle 30.

The use of the beam spring 90 to bias the handle 30 provides a number ofadvantages over conventional torsion bar assemblies. A typical torsionbar assembly would require tighter tolerances, a more complicatedmanufacturing process, and a large, unattractive bulge in the tiller arm28.

The handle biasing mechanism 52 further includes two energy absorptionbumpers 116 that provide redundant centering of the control handle 30 ifeither the beam spring 90 or beam mounting piece 102 is damaged. Thebumpers 116 are affixed to a second mounting bracket 118 at a back end120 of the support plate 48 and are disposed within the tiller armchannel 56 in close proximity to sides 122 thereof. The bumpers 116 arepreferably formed of a shock-absorbing viscoelastic polymer such asSorbothane® or other suitable dampening material. Sorbothane is aregistered trademark of Sorbothane, Inc.

The torque determining arrangement 54 includes a permanent magnet 124and a steer sensor circuit board 126 with a non-contact sensor 128. Themagnet 124 is mounted to a back end of the pivot housing 46 disposedwithin the tiller arm 28. The steer sensor board 126 is affixed to thesupport plate 48 adjacent to the magnet 124. The sensor 128 preferably amagnetoresistive (MR) sensor, such as found in the HMC1501 magneticdisplacement sensor available from Honeywell, Inc. The HMC1501 sensorcontains a single saturated-mode Wheatstone bridge sense element thatcreates an output voltage with respect to the direction of the magneticflux passing over the surface of the sensor 128. As such, the sensor 128is sensitive to the direction, not the strength, of the magnetic fieldproduced by the magnet 124,

In operation, movement of the control handle 30 translates into movementof the support plate 48, causing the steer sensor board 126, includingthe sensor 128 to move relative to the magnet 124. The amount ofdeflection of the beam spring 90 is proportional to the amount ofmovement of the handle 30 relative to the tiller arm 28 and thereforecan be used to determine the amount of steering force, i.e., torque,applied to the handle 30. As the board 126 moves laterally with respectto the magnet 124, the resistance across the MR sensor 128 changesaccordingly. The resistance change in the sensor 128 is measured andconverted into a voltage signal by the steer sensor board 126 and inputto the controller 42. The signal represents the amount of movement ofthe handle 30 relative to the tiller arm 28 and is proportional to theapplied force, or torque in the handle 30.

The use of a sensor 128 utilizing MR technology to determine the torquein the handle 30 provides a number of advantages over conventionalsensors, including hall effect and strain gage sensors, used in knowntorque determining arrangements. First, the torque determiningarrangement 54 is immune to normal production variables such as magneticstrength, gap size between the magnet 124 and sensor 128, and the like.This is advantageous for volume production of the joint assembly 38 byobviating the need for adjustments as found in conventionalarrangements. Further, the MR sensor 128 has inherent immunity tovariations in magnetic field strength attributable to temperature and/ordimensional change, unlike conventional sensors, such as hall effectsensors, strain gages, and the like.

The aforementioned bumpers 116 also dampen movement of the handle 30including the steer sensor board 126. The dampening provided by thebumpers 116 allows the power steering system 36 to have increasedsensitivity without suffering from dynamic instability. The increasedsensitively enables a better fidelity between light steering movementsof the handle 30 and the resulting changes in the heading angle of thedrive wheel 24 and thus yields a more natural steering response.Further, the combination of the beam spring 90 and the bumpers 116provides an angle-offset vs. torque relationship that allows the use ofposition sensing technology, such as MR technology, to determine atorque signal, regardless of the orientation of the torque determiningarrangement 54.

Referring now also to FIG. 8, in a preferred embodiment of theinvention, the power steering system 36 includes a steer drive unit 130including the traction motor 16, an associated gear box 132, and thedrive wheel 24. The drive unit 130 further includes a ring gear 134coupled to an output gear 136 of the servomotor 40, such that rotationof a servomotor shaft (not shown) causes rotation of the associatedoutput gear 136. The output gear 136, being coupled to the ring gear134, effects rotation of the drive unit 130 and changes the angularposition of the drive unit 130 with respect to the steer axis 34 of thetruck 10, resulting in desired steering directional changes.

Referring now also to FIG. 9, a simplified block diagram of part of acontrol system 140 of the pallet truck 10 is shown. The control system140 is powered by the battery 20 and activated by a key switch 142. Thecontrol system 140 further includes a microprocessor 144 containedwithin the operator control handle 30 and the motor controller 42. Thestatus of various switches, buttons, and other actuators comprisinginputs in the control handle 30 are continuously monitored by themicroprocessor 144 and regularly communicated to the motor controller 42via a CAN (controller area network) bus 146.

Based on the status of the inputs, the motor controller 42 energizes orde-energizes one or more of the outputs. The motor controller 42 alsoperforms as a variable drive for the pallet truck 10 by regulating thespeed output to the traction motor 16 in accordance with a desired speedinput. The motor controller 42 also controls the steering output to theservomotor 40 in accordance with the operator steering intent detectedvia the torque sensing arrangement 54 including the magnet 124 and steersensor circuit board 126 with the non-contact sensor 128.

As previously mentioned, the steering force applied to the handle 30 byan operator causes deflection of the handle 30 relative to the tillerarm 28, via the joint assembly 38. Relative movement of the handle 30 islimited by edges 148, 150 of the handle 30 and tiller arm 28,respectively, on opposing sides of the joint 32 that act as mechanicalstops. The amount of movement is proportional to the deflection of thespring 90 in the joint assembly 38 and likewise to the amount ofsteering force applied to the handle 30 by the operator. The controller42 monitors movement of handle 30 via the MR sensor 128 and, based onthe determined amount of steering force, among other inputs, produces anappropriate steering assist output signal. The controller 42 directsthis signal to a steer servomotor board 152 which controls theservomotor 40 to adjust the heading angle of the drive wheel 24accordingly.

In an alternate embodiment, the handle biasing mechanism may be designedwith sufficient pivoting or translating action to providetorque-proportional position change and thus, needle bearings and apivot pin would not be needed. The pivot assembly may be replaced with asliding mechanism that provides linear translation of the upper handlerelative to the tiller arm. The tiller arm could be constructed as abending-beam mechanism similar to the design of a typical torque wrench.

In an alternate joint assembly embodiment, the joint is formed with apivoting bearing and a load cell device positioned to the side of thepivot and fixed to the tiller arm. The load cell element is actuated bya threaded rod which is anchored to the handle. As the handle is flexedabout the pivot point, the threaded rod exerts a pulling or pushingforce on the load cell element and a measurable change in the resistanceof the load cell strain gage results. It is further contemplated thatphysical stops would be provided in the joint on each side of the pivotpoint in order to prevent damage to the load cell device.

In yet another alternate joint assembly embodiment, the pivot joint isprovided by a piece of thick plate steel cut to have an integral returnspring. Depending on the configuration of the cut, the steel piece canprovide nearly straight lateral motion or curved motion. Either of whichcould be used with non-contact position sensor or as the basis for astrain gage.

In yet another alternate embodiment of the steering mechanism 26 in thepallet lift truck 10 described above, the handle biasing mechanism 52described above is replaced or augmented with a handle centeringmechanism 153 described below and shown in FIGS. 10 and 11. In FIG. 10,the alternate handle centering mechanism 153 includes two energyabsorption bumpers 154 affixed to a mounting bracket 156, shown in FIG.11, at a back end 120 of the support plate 48, shown in FIG. 7, and aredisposed within the tiller arm channel 56. The bumpers 154 aresandwiched between the bracket 156 and sides 122 of the channel 56, suchthat both bumpers 154 are compressed, or preloaded, between the bracketand respective side 122 of the channel 56 when the tiller arm is in aneutral, or center, position. Advantageously, the preloading of thebumpers ensures discrete centering of the tiller arm.

The damping characteristics and spring rate of the bumpers 154 aredependent upon the bumper material type and composition having a desiredcompression modulus, durometer, and cross sectional area. In thisembodiment, the bumpers 154 are preferably formed of a shock-absorbingsilicone rubber such as Cohrlastic 400® or other dampening materialhaving similar characteristics. Advantageously, the preferred bumpermaterial has good damping characteristics that prevents oscillation ofthe tiller arm when released to return to the neutral position andprovides consistent performance throughout a range of operatingtemperatures, such as between −20F and 120F.

The rigid bracket 156 shown in FIG. 11 includes a base 158 having a pairof outwardly facing bumper mounting arms 162. Each bumper mounting arm162 includes an outwardly opening cavity 164 for receiving one of thebumpers 154. Preferably, the bracket 156 is secured to the support plate48, and thus the handle 30, using a mechanical fastener, such as boltsextending through, or threadably engaging, holes 160 formed in thebracket base 158. Of course, the bracket 156 can be secured to thehandle 30 using other methods in the art, such as welding, adhesives,and the like without departing from the scope of the invention.

In a preferred embodiment, each cavity 164 is generally rectangularapproximately one inch long and 0.6 inches wide. Each bumper 154 issecured in one of the cavities 164 using methods known in the art, suchas a friction fit, adhesives, and the like. Although a rectangularcavity 164 is shown, the cavities 164, and thus the bumpers 154 can haveother shapes providing a desired cross section area without departingfrom the scope of the invention. Moreover, the bumpers 154 can also besecured to the bracket 156 without cavities using methods known in theart without departing from the scope of the invention. In addition,although mounting the preloaded bumpers 154 to the rigid bracket 156secured to the handle is preferred, the bumpers 154 can be fixed to thetiller arm channel 56 and engaging the bracket 156 or other structuresecured to the handle 30 without departing from the scope of theinvention.

In use, a steering input causes the handle 30 to shift out of theneutral position. As the handle 30 moves from the neutral position, thecompression of one bumper 154 increases while the compression of theopposing, or other, bumper 154 decreases. The disproportionatecompression of the two opposing bumpers 154 provides a proportionallyincreasing force feedback as the operator moves the handle 30 out of theneutral position. Advantageously, the spring rate provided by theCohrlastic 400® bumper material provides a desired amount of forcefeedback for each unit of displacement of the handle 30. When the handle30 is released, the spring force in the bumper 154 having the greatercompression returns the handle to the neutral position. As the handle 30approaches the neutral position, the opposing, or other, bumper 154, iscompressed returning the compression of this other bumper 154 to theneutral preloaded state of compression.

Preferred embodiments and examples of the invention have been describedin considerable detail. Many modifications and variations to thepreferred embodiment described will be apparent to a person of ordinaryskill in the art. It should be understood, therefore, that the methodsand apparatuses described above are only illustrative and do not limitthe scope of the invention, and that various modifications could be madeby those skilled in the art that would fall within the scope of theinvention.

To apprise the public of the scope of this invention, the followingclaims are made:

1. A steering mechanism for a for a material handling vehicle, thesteering mechanism comprising: a handle; a tiller arm coupled to thehandle via a flexible joint allowing relative movement of the handleabout the tiller arm; and a handle centering mechanism including a firstend fixedly secured to the handle and a second end extending into achannel of the tiller arm, the second end compressing bumpers disposedon opposing sides of said second end, said bumpers urging said handletoward a neutral position wherein when a force is applied to move thehandle away from a home position relative to the tiller arm, one of saidcompressed bumpers of said pair of compressed bumpers is furthercompressed, and when the force is removed, the handle is returned to thehome position by action of the pair of compressed bumpers.
 2. Thesteering mechanism as in claim 1, wherein said pair of compressedbumpers are fixed to said second end by a mounting bracket secured tosaid second end.
 3. The steering mechanism as in claim 2, in which saidmounting bracket includes cavities, each of said cavities receiving oneof said bumpers.
 4. The steering mechanism as in claim 1, including atorque determining arrangement comprising a sensor fixed relative to oneof said handle and said tiller arm and a magnet fixed relative to theother of said handle and said tiller arm, said magnet having a magneticfield and said sensor produces a signal responsive to a change indirection of the magnetic field as seen by the sensor.
 5. A steer assistsystem for a material handling vehicle having a steerable drive wheel,the steer assist system comprising: a steering mechanism as in claim 1,and including: a joint assembly forming at least part of the flexiblejoint, the joint assembly including: a pivot assembly, the handlecentering mechanism, a torque determining arrangement comprising asensor fixed relative to one of said handle and said tiller arm and amagnet fixed relative to the other of said handle and said tiller arm,said magnet having a magnetic field and said sensor produces a signalresponsive to a change in direction of the magnetic field as seen by thesensor; an electric motor operable to adjust a heading angle of thedrive wheel; and a controller which, upon receiving the signal from thetorque determining arrangement, directs the electric motor to adjust theheading angle of the drive wheel based, at least in part, on the signal.6. The steer assist system of claim 5, wherein the pivot assemblycomprises: a pivot block comprising a cavity; at least one bearingassembly disposed within the cavity; and a pivot pin supported by the atleast one bearing assembly within the cavity.
 7. The steer assist systemof claim 6, wherein the at least one bearing assembly is two needlebearings disposed within the cavity in a stacked arrangement.
 8. Thesteer assist system of claim 6, wherein the pivot block is fixedlysecured to the tiller arm and the pivot pin is fixedly secured to thehandle.
 9. The steer assist system of claim 5, wherein the magnet isdisposed within one of the handle and the tiller arm and the sensor isdisposed within the other of the handle and the tiller arm.
 10. Thesteer assist system of claim 5, wherein the torque determiningarrangement further comprises an electrical circuit for converting thechange in direction of the magnetic field into a signal useable by thecontroller.
 11. The steer assist system of claim 5, wherein the magnetis a permanent magnet and the sensor is a magnetoresistive (MR) sensor.12. The steer assist system of claim 5, including a handle biasingmechanism comprising: a beam spring having a fixed end secured withinthe tiller arm and a free end extending into the handle; wherein whenthe handle is moved relative to the tiller arm, the beam spring isbiased away from a neutral position.
 13. The steer assist system ofclaim 12, wherein the handle biasing mechanism further comprises a pairof cam followers disposed within the handle, the cam followers engagingopposing sides of the free end of the beam spring.
 14. The steer assistsystem of claim 13, wherein the handle biasing mechanism furthercomprises a support bracket for the cam followers disposed in thehandle, wherein one of the cam followers is fixedly mounted to thesupport bracket and the other of the cam followers is a slidably mountedcam follower to the support bracket within a slot such that the slidablymounted cam follower is adjustable to provide a zero lash position forthe beam spring.
 15. The steer assist system of claim 5, wherein themotor is a servomotor.
 16. The steer assist system of claim 15, whereinthe servomotor is coupled to an output gear and the output gear isfurther coupled to a ring gear, the ring gear being an integral part ofa drive unit assembly including the drive wheel.